Railway.



PATENIED DEC; 15, 1903.

J. DEW. RAILWAY.

APPLIGATION FILED MAR. 5, 190 1.

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No. 747,342. I PATENTED DEC. 15, 1903.

J. DEW.

RAILWAY.

APPLICATION FIL ED MAR. 5, 1901.

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Patented December 15, 1903.

\ JOHN DEW, OF CHICAGO,

ILLINOIS, ASSIGNOR TO L S. M. HOOD, TRUSTEE,

OF CHICAGO, ILLINOIS;

RAILWAY.

SPECIFICATION forming part of Letters Patent No. 747,342, dated December 15, 1903.

Application filed March 5, 1901.

To all whom, it may concern:

Be it known that I, JOHN DEW, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois,

have invented certain new and useful Improvements in Railways; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letro ters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in railways, and more particularly to improvements in safety devices for elevated railways.

The object of the invention is to provide an elevated structure of great rigidity and strength and provided with means for positively locking the trucks of a moving car or train thereto to prevent derailment of the same. I

The invention comprises many novel features of construction; and it consists of the matters hereinafter described, and more fully pointed out and defined in the appended claims.

In the drawings, Figure 1 is a transverse vertical section of a structure-embodying my invention. Fig. '2 is a fragmentary side elevation of the same. Figs. 3 and 4. are details of construction.

In said drawings the invention comprises an upper. elevated roadway A, designed for high-speed passenger traffic, and a lower roadway A, also elevated, but designed more especially for local or for freight trafiic. Said structure is constructed in bents comprising posts B, B, and B preferably metallic, supporting on their upper ends the girders B Braces b b are rigidly secured on said posts and extend laterally thereof beneath said girder B and give lateral rigidity to the frame. Beneath the girder B and also rigidly secured on said posts is the girder B, de-- signed to support freight track or tracks. As shown, said girders are of I-beams of any desired dimensions and may be secured on said posts in any desired manner. Said bents may be spaced any desired distance apart. Rigidly secured to said I-beam girders B B and B B 50 and extending from bent to bent are the Serial No. 49,923. (No model.)

metallic I-beam stringers orsillsC, which, as shown, abut against said girders flush with the upper surfaces thereof and are rigidly secured thereto by angle-plates, more fully shown in Fig. 2, which are riveted to the girders and to said sills. The track-rails D are secured directly above said stringers or sills and longitudinally thereof, as shown in Fig. l, and are rigidly secured together by means of the metallic tie-rods E. Said tie-rods E, as shown, are provided at each end with upwardly and with downwardly directed flanges e e, which are turned, respectively, over the flanges of the rail-base and the flanges of the I-beam, thereby forming double chairs and rigidly securing said rails to each other and to said sills or stringers. Any desired number of said tie-rods may be employed. Ordinarily, however, the same will be employed conjointly with the double chair illustrated in Fig. 4, which consists of the plate or bar of metal E, provided at its ends with upwardly and downwardly turned flanges 6 a which, as shown, are respectively turned upwardly over the rail-base and downwardly over the flanges of the I-beam or sill. Said tie-rods and chairs will ordinarily be spaced a distance apart approximately equal to the distance between the ties in ordinary use in railway structure, and usually it will be sufficient to alternate a tie-rod with three or four of the chairs. F indicates tie-beams which fit closely between said I-beam stringers C C of each track, with the ends thereof rigidly bolted or riveted thereto. Said tiebeams arch upwardly, as shown in Figs. 1 and 2, and form a support for the guard-rail G, which, as shown, is rigidly supported at uniform height from the rails D D on the standard F, integral with alternate tiebeams, 90 Each of said standards, as shown in Fig. 2, is provided at its top longitudinally of the track with oppositely-extending arms, which abut against the corresponding arms of the next standard, as shown in Fig. 2, thereby form- 5 ing an arch. The tie-beam F is rigidly secured between each of said tie-beams F and is provided centrally on its-upper side with a slot to receive the lower edge of the gussetplate f, which is riveted to the webs of the 100 standards F and to the parts on each side of the slot in the tie-beam F thereby providing great rigidity longitudinally of the track.

The rails G G, as shown, are integrally connected, though obviously the same may be constructed separately and rigidly secured together. The same extend on each side of said standards laterally and downwardly, and the under side thereof forms the tread-surface for the guard-wheel H. (Shown in dotted lines in Figs. 1 and 2.)

Supported on the tie-rods E, beneath the arch of the tie-beams, are the tubes I. (Indicated in dotted lines.) Said tubes are designed for pneumatic express and mail transmission and are protected from injury by being thus inclosed between the tie-rods and tiebeams.

J indicates an electrical conductor supported centrally between the double rail G and designed for contact beneath the truck of a car or the like.

The freight road-bed A is also, as shown, provided with two tracks, each of which is provided with a conductor J between the track-rails, from which energy is received to propel the car. Saidelevated structure may be of any desired height and may be constructed along existing right of ways over surface-tracks,as shown in Fig. 1, if preferred, in which event the track A will be of sufficient height to clear the highest point of trains as now constructed. The vertical distance between the track A and the track A, however, will ordinarily be much less than the height of the track A from the earth, inasmuch as; specially-constructed cars are designed to be used thereon, the same being set forth in another and separate application for patent.

The upper tracks are also designed for specially-constructed cars, forming the subjectmatter of separate applicationsnamely, for railway-cars, filed July 26, 1901, Serial No. 69,751, and for safety-trucks for railways, filed March 23, 1901, Serial No. 52,483-said cars being supported on specially-constructed trucks having track-wheels of large diameter and guard-wheels HH, (shown in dotted lines,) supported thereon and having means for forcing the guard-wheels upwardly into binding contact with the rails G, thereby increasing the frictional contact of track-wheels on the rails D.

Obviously,if preferred,a surface track may be constructed with guard-rails and tie-rods similar to those herein described, or a road, either surface or elevated and having but a single track, may be so constructed and many details of construction in the structure herein'described may be varied without departing from the principle of my invention.

I claim as my invention- 1. In a railway, the combination with the track-rail supported upon longitudinal stringers or sills, of atie-rod provided at each end with upwardly and downwardly opening chairs adapted to grip the rail and the stringers or sills and bind the same rigidly together.

2. In a device of the class described, the combination with longitudinal stringers or sills, of track-rails supported longitudinally thereof, tie-rods gripping said sills and trackrails, arched tie beams rigidly secured between said sills and extending upwardly above the same and guard-rails supported thereon above said track-rails and provided with downwardly-turned tread-surfaces.

3. In a track structure, longitudinal I- beam sills or stringers, track-rails supported longitudinally thereon, an upwardly and downwardly opening chair firmly binding the rail and stringer together and tie-rods extending between rails and firmly locking the rails together and to the respective stringers.

4. In an elevated railway, the combination with stringers, of track-rails supported longitudinally thereon, tie-rods gripping the railbase and the stringers and locking the same rigidly together, arched tiebeams rigidly secured on each stringer and extending above the rails, downwardly -directed guiderails rigidly secured on said tie-beams above and between the track-rails, said guard-rails together forming a support for a conductor or the like.

5. In a device of the class described, arched tie-beams provided centrally with standards having forwardly and rearwardly directed arms.

6. In a device of the class described, the combination with I-beam stringers of trackrails rigidly secured thereon, tie-beams rigidly secured on said I-beams and arching above the track-rails, alternate tie-beams being provided with upwardly-extending standards having forwardly and rearwardly extending arms which abut against the arms of adjacent standards and a gusset-plate rigidly secured to said standards and arms and the intermediate tie beams by riveting or the like.

7. In a device of the class described the combination with an elevated track structure of an upper track-bed adapted for passenger a lower track-bed supported on said structure and adapted for freight and local traffic, the tracks on said upper track-bed being provided intermediate of the rails with upwardly-extending standards spaced longitudinally and laterally, a downwardly-directed rail on each side of said standard adapted to be engaged by guide-wheels from beneath, and a pneumatic chute secured intermediate of said track-rails beneath said standards.

8. In a device of the class described, the combination with an elevated track structure of an upper track-bed adapted for passenger traffic, a lower track-bed supported on said structure and adapted for freight and local traffic, the tracks on said upper track-bed being provided intermediate of the rails with standards spacedlongitudinallyandlaterally,

a downwardly-directed rail on each side of said standard adapted to be engaged by guidewheels from beneath and a pneumatic chute secured intermediate of said track-rails.

9. In a railway-track, the combination with the track-sills of standards rigidly attached thereto and extending upwardly between the same and a downwardly-directed guide-rail secured on said standards afl'ording a downwardly-turned tread-surface on each .side thereof adapted to be engaged by a guardwheel supported on the truck of a car or the like.

10. In a railway-track,the combination with the track-rails, of arched braces rigidly secured between said rails, a longitudinal downwardly-directed guard-rail rigidly secured thereon above and intermediate of the trackrails and afiording on each side of its supports lateral tread-surfaces adapted to be engaged by guard-wheels supported centrally of the car-trucks.

11. Ina railway-track,the combination with the track-rails, of standards alined intermediate of the track-rails, gusset-plates connecting said standards and rigidly'secured thereto and a guard-rail rigidly supported on each side of said standard with the tread thereof directed downwardly and adapted to be engaged on each side of the supportingstandards by guard-wheels depending from the trucks. 7

12 A railway, the combination with trackrails, of a guard-rail located between the track-rails and above the same and havinga downwardly-turned tread-surface adapted to be engaged by guard-wheels depending from the trucks between the track-rails and a curved top adapted to receive an electrical conductor or the like.

In testimony whereof I have hereunto subscribed my name in the presence of two subscribing witnesses.

JOHN DEW.

In presence of L. .S. M. H001), G. .H. GLENDENING, Jr. 

